Train-stopping apparatus.



A. L. GAINEB..

'TRAIN STOPPING AEPARATUS. APPLIUATION rum) 11111117, 1914.

11, 1 3 1 ,502, Patented Mar. 9, 1915.

4. SHEETS-SHEET l.

A. L. GAINER.

TRAIN STOPPING APPARATUS.

APPLICATION FILED JULY 17, 1914.

4 SHEETS-SHEET 2.

@fs Q mama Mar. 9, 1915.

um) 31M)A THE NDRRIS PETERS 60 PHOTC-LITHQ. WASHINGTON. D. c;

A. L. GAINER.

TRAIN STOPPING APPARATUS.

APPLICATION :FILED JULY, 17, 1914.

4Patental Mar. 9, 1915.

4 SHEETS-SHEET 3.

A. L. GAINER.

TRAIN STOPPING APPARATUS.

APPLIOATION FILED JULY 17, 1914.

1,131,502. Patented Mar. 9, 1915.

4 SHEETS-SHEET 4.

inve/nto@ wbr/names THE NORRIS PETERS CO., PHOT0-LITHO.. WASHINGTON. D. C.

AVEN l l TRAIN-STOPPING- APPARATUS.

Specification of Letters Patent.

Patented Mar. 9, 1915.

Application filed July 17, 1914. Serial No. 851,607.

T0 all 'whom t may concern Be it known that l, ALBERT L. GAINER, a citizen of the United States, residing at St. Louis, in the State of Missouri, have invented new and useful Improvements in Train-Stopping Apparatus, of which the following is a specification.

T his invention relates to improvements in train stopping apparatus and has particular application to train controlled apparatus of this character.

1n carrying out the present invention, it is my purpose to provide train stopping apparatus which will embody among other features a track obstacle capable of movement to active and inactive positions and adapted to actuate car carried mechanism when in active position to cut oft1 the propelling power of the motor car and edect an application of the brakes, and a fluid motor for actuating such obstacle to active position and connected with a source of supply, means being provided for establishing communication between the motor and source and holding the fluid within the motor whereby the obstacle will remain in inactive position succeeding the cutting off of communication between the motor and source of supply, means being also provided for releasing the fluid from the motor so that the obstacle may be restored to normal inactive position. Y

1t is also my purpose to provide apparatus of the type set forth which may be installed and maintained at a minimum expense, which will operate efficiently and effectively under all conditions and whereby the propelling power of a motor car or train will be cut od and the brakes applied in the event of such car entering the danger zone.

`With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims.

1n the accompanying drawings: Figure 1 is a top plan view of a trackway showing the track portion train controlled apparatus installed. Fig. 2 is a cross sectional view therethrough showing the tie carrying the obstacle and fluid motor. Fig. 3 is a sectional view on the line 3-3 of Fig. 2. Fig. 4; is a longitudinal sectional view through the tie carrying the valve controlling communication between the fluid motor and.

source of supply. Fig. 5 is a similar view through the tie carrying the relief valve. Fig. '6 is a diagrammatic sectional view. Fig. 7 is a horizontal sectional view on the line 7 7 of Fig. 2. Fig. 8 is a diagrammatic view of the car carried mechanism.

`Referring now to the drawings in detail, 1 designates a trackway composed of transversely disposed ties 2 appropriately spaced apart and parallel lines of rails 3 secured to the upper surfaces of the ties in some suitable manner.

In the present instance, each tie 2 comprises a bottom longitudinal section l having upwardly projecting side and end walls 5 and G respectively, and a top longitudinal section 7 formed with downwardly extending side and end walls 8 and 9 respectively overlapping the side and end walls of the bottom section and telescoping thereover. interposed between the confronting faces of the bottom and top walls of the tie are coiled expansion springs 10 serving to maintain the upper section 7 elevated and restore the same to elevated position succeeding the downward movement thereof under the weight of the rolling stock operating over the lines of rails. Certain of the ties 2 have the lowerwalls thereof provided centrally with threaded openings 11 and threaded through the opening in each of such ties and projecting upwardly within the tie is a cylinder 12 within which is mounted for sliding movement a piston 13 equipped with a piston rod 14 extending through the upper end of the cylinder and equipped with an obstacle 15 working through an opening formed in the top wall of the tie and alining axially with the cylinder. Encircling the piston rod 14 is a coiled expansion spring 16 having the upper end thereof abutting the adjacent end wall of the cylinder and the lower end engaging the confronting face of the piston, such spring acting to maintain the piston at the lower end of the cylinder and so hold the obstacle 15 in inactive position. Each cylinder 12, piston 13 therein and piston rod 14 forms a fluid motor controlling the obstacle 15 and the ties carrying such motors and obstacles are spaced apart appropriate distances along the trackway, say, for instance, two miles.

Leading from the lower end of each cylinder 11 is a supply pipe 17 extending forwardly from the cylinder a suitable distance, say, for example, five-hundred feet. The

outer end of each pipe 17 is connected with the upper extremity of a vertical tube 18 passed th rough alining openings "formed in the top and bottom walls of the adjacent tie 2 and the lower end of the tube 18 is tapped onto a supply main 19 connected `up with a sui-table source of 'fluid supply such as air. Located in Athe tubelS is a controlling valve 19 provided with an outwardly ,projecting horizontal handle 20 connected with the lower end of a link 21, the latter having the upper en'd thereof pivotally connected with a 'block 22 depending Afrom the ,inner surface of the top wall of thetie. One of the ties a suitable distance fin advanceof'thetie carrying the controlling valve 19 is equipped ,with va vertically disposed exhaust tube23 mounted in vertically Ialining openingsinthe topand bottom walls respectivelyof the tie and rlocated in the tube 23 is a normally closed relief valve 2,4; provided Lwith an'outwardly projectinghorizontal handle'25 ,pivotally connected with the lower end of a vertical link 26, such linklhaving `the upper end thereof pivotally connected with -a bloclr27 depending "from the'inner faeeof the vtop wall of the section ,7 .ofthe tie. 'The lower V end of each lexhaust -tube `23 -isconnected by way'of an exhaust Ipipe 28 'with fthe lower end of the second wcylinder `behind that immediately at the rear of the yparticular exhaust tube, as elearlyillustrated in Fig. 6 of the drawings.

Tappedonto each exhaust pipe 28 imme -diately yin advance of the motor connected with such pipe and extending upwardly therefrom is a vertical branch pipe 29 equippedgat ,its ,upper end with a manually ,operable relief valve 30.

In the present instance, Ifhave illustrated the car .carried mechanism as installed in a steamdriven Alocomotive and in this connection g1 wish yit Ito be understood that ithis mechanism is equally lapplicable to electrically operated motor cars. In this case, ,the car carried lmechanism comprises pipes .$32, 32 leading from the drive cylinders of Vthe locomotive and connected with a com- ,mon exhaust ,pipe33 equipped with a valve ,34 provided with a horizontally disposed .hand-le. Connected in the brake pipe or train lineair pipe of the `air brake system .oftheftrainfis a releasing valve 36 equipped with a horizontally disposed handle 37.

In practice, as a car or train moves over the .rtrackway the sections 7 of the ties give or yield `and move downwardly on the sections 41 against the actionof the springs 10 ,thereby eliminating shock and jar to the ,rolling stock. When a motor caror train passesover the vtie carrying the controlling valve 19, the section .7 of such ,tie moves .downwardly ,and in .the downward movement .thereof vactuates the valve 19 to open position, fthrough themedium ofthe link 21 and handle 20. y When the valve 19 is open, communication is established between the cylinder 11behind` the controlling valve and the source of supply so that air flows into Vsuch cylinder and slides the piston 13 upwardly therein against the action of the spring lthereby moving the obstacle ll'to elevated for active position. Immediately that the tie carrying the controlling valve is relieved of the weight-ofthe motor car or 4train the springs 10 react and so restore the sections 7 to normal position thereby closing the valve 19 andA cutting ofi" communication between the source of supply and the particular motor. As the valve 19 moves to cut off position theair below the piston .of1-the motor is trapped withinthe latter Vpropelling iuid on the drive :pistons ofthe engine isreduced,` and Cheblles applied to the wheels.

4.Whenjtheleading; train passes overthetie vcarrying the relief valvef2 o'fthe sections l7,

such tie -mo-ves `downwardly under the weight 4ofthe rolling stock `gagainst'the action of the springs lOthereby opening the valve ,.24 :through the action of the link-26 and .handle 25. Upon the opening of fthe valve 24 communication is established between :the lower ,i end of the ,particular cylinder controlled bysuch valve and the atmos pliere thereby releasing the air from the motor and permitting the spring 16 :to .react and restore rthe piston :to norma-l position.

Should it be desired `to reverse the `direction `of travel 'of 'the leading 4train after the obstacle behind `such train has moved rto active position, ,the -valve 30 yis opened so=that thevair lis Vdischarged `from the cylinder and the obstacle Lrendered inactive, thereby enabling the train to move inthe desired direction.

From the foregoing description taken in connection with the accompanying drawings, -'the construction and mode of operation of my improved train vvstopping .apparatus will be readily apparent. It Vwill be seen that I have g-provided a train stopping apparatus which is train 'controlled and ventirely automatic :in operation and whereby the ,propelling power of trains `will be automatically cut off and the brakes applied in Athe event of such trains'entering the danger zone.

lhileI 4have herein shown and described one preferred formof my invention by way of illustration, I wish it to be understood that I do not limit or confine myself to the precise details of construction herein described and delineated, as modification and variation may be made within the scope of the claims without departing from the spirit of the invention.

I claim:

l. In train stopping apparatus, a trackway comprising ties each formed of a stationary section and a movable section, tension means holding said movable section in normal position and permitting such section to move under the weight of the rolling stock, track obstacles carried by certain of said ties and spaced apart, fluid motors for actuating said obstacles to active position, a source of supply for said motors, valves controlling communication between said motors and source and carried by certain of the remaining ties and each disposed in advance of the motor controlled thereby, and a connection between each valve and the movable section of the tie carrying the same whereby the valve will be opened in the passage of the rolling stock over the tie.

2. In train stopping apparatus, a trackway comprising ties each formed of a stationary section and a movable section, tension means holding said movable section in normal position and permitting such section to move under the weight of the rolling stock, track obstacles carried by certain of said ties and spaced apart, fluid motors for actuating said obstacles to active position, a source of supply for said motors, valves controlling communication between said motors and source and carried by certain of the remaining ties and each disposed in advance of the motor controlled thereby, a connection between each valve and the movable section of the tie carrying the same whereby the valve will be opened in the passage of the rolling stock over the tie, relief valves carried by certain of theremaining ties and controlling communication between the motors and the atmosphere, each relief valve being disposed in advance of the motor controlled thereby, and a connection between each relief valve and the movable section of the tie carrying the same whereby the motor will be opened to the atmosphere in the passage of the rolling stock over the tie.

3. In train stopping apparatus, a trackway comprising ties each formed of a stationary section and a movable section, tension means holding said movable section in normal position and permitting such section to move under the weight of the rolling stock, track obstacles carried by certain of said ties and spaced apart, uid motors for actuating said obstacles to active position, a source of supply for said motors, valves controlling communication between said motors and source and carried by certain of the remaining ties and each disposed in advance of the motor controlled thereby, a connection between each valve and the movable section of the tie carrying the same whereby the valve will be opened in the passage of the rolling stock over the tie, relief valves carried by certain of the remaining ties and controlling communication between the motors and the atmosphere, each relief valve being disposed in advance of the motor controlled thereby, a connection between each relief valve and the movable section of the tie carrying the same whereby the motor will be opened to the atmosphere in the passage of the rolling stock over the tie, and means for moving the obstacle to inactive position succeeding the opening of the relief valve.

In testimony whereof I aHiX my signature in presence of two witnesses.

ALBERT L. GAINER.

Witnesses:

JULIA GAINns, WILLIAM BIETsoH.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

